Engine control for power-vehicles



J. HUCK.

ENGINE CONTROL FOR POWER VEHICLES. APPLICATION FILED MAR.22. 1917- RENEWED MAY 2i, 1919- l,325,018. Patented Dec.16,1919.

UNITED STATES PATENT OFFICE.

JOSEPH HUCK, F JERSEYCITY, NEW JERSEY.

ENGINE CONTROL FOR POWER-VEHICLES.

Specification of Letters Patent.- Patented Dec, 1 6, 1919.

Application filed Mai-ch22, 1917, Serial No. 156,797. Renewed May 21, 1919. Serial No. 298,788.

To all whom it may concern:

Be it. known that I, J OSEPH Hnox, a citizen of the United States, and a resident of Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Engine Controls for Power-Vehicles, of which the following is a specification.

My invention relates to power vehicles, and particularly such as are driven by internal combustion engines employing a carbureter, a throttle-valve controlling the amount of-fuel (mixture of vapor and air) passing from such carbureter to the engine proper, and a clutch governing the connection of the engine with the vehicle wheels. It is well known that when the engine is running idle, that is to say, with the clutch thrown out. the proper practice is to close the throttle. since otherwise the engine will race; and when the clutch is thrown in, particularly when the vehicle is standing, the throttle valve is opened, by depressing a special acceleratorpedal, so as to have more power available-when the load of propelling the carriage, is on the engine. When a stop is to b made, particularly a quick stop, or a quick slowing down, the throttle is closed at the time of throwing the clutch out, a: simultaneous application of the brake being frequent, and if then the clutch is to be thrown in again, the operator has to release both th brake pedal and the clutch pedal (so as to release the brake and throw in the clutch) and shift one foot to the accelerator pedal. These operations are very awkward and confusing, especially when they follow each other quickly, as when threading a car through heavy traflic, which requires the clutch to be thrown in and out at brief intervals.

To overcome these ditiiculties, I have devised the novel arrangement set forth in detail below, by which the throwing in of the clutch by releasing the clutch pedal will act to materially open the throttle valve so as to give the engine additional power it requires on account of the putting on of the load. Obviously, this additional power is really necessary only for the short time the 7 car takes to acquire itsnormal speed. and

having this in view, Ihave constructed the -device in such a manner that the opening of the throttle will be only temporary, and will There is also provided, as usual,

one member of which than the other) extends radially, that is, tob followed immediately and automatically by a closing of the throttle when the speed of the car becomes normal. Where I speak of closing the throttle, I use this term in the sense customary in the automobile art, that is to say, as meaning that the throttle is moved toward the closed position; of course, it is never closed entirely.

Two examples of my invention are illustrated in the accompanying drawings, in which V Figure 1 is a diagrammatic side elevation showing the carbureter with its throttle valve, the throttle lever, and the connection between the throttle lever valve and the clutch pedal, showing the parts in the position they take during the normal running of the car (clutch thrown in) Fig. 2 is a detail side elevation of the throttle valve lever as constructed according to my invention;

Fig. 3 is a rear view of the construction shown in Fig. 2, with parts in section on line 3-3 of Fig. 2, and showing the clutch pedal connection in a slightly different position;

and

Fig. 4 is a diagrammatic view of the same character as Fig. 1, showing another form of my invention. 4

The same characters of reference indicate the same parts throughout the several views. The numeral 10 designates a carbureter of any approved construction, the engine connection 10' of said carbureter being controlled by a throttle valve 11 of well known ing wheel, and also by the customary ac-.

celerator pedal; the connections of the actuating rod 13 with the accelerator pedal and with the throttle lever on the steering wheel may be of the customary character, and have been omitted from the drawings.

such as 14, valve.

The arm or lever 12 is provided with an angular or substantially L-shaped slot 12', (generally shorter tending to close the throttle ward the spindle 11, the other member"ex tendlng longitudinally, that is, in the same a spring,

general direction as the actuating rods. The second actuating rod 15, has its front end connected with the arm 12 at the slot 12 in such a manner as to allow of a pivotal movement of the rod relatively to the arm 12, and also to allow the connection to shift along the guide way provided by said slot. The details of this connection maybe as illustrated in Fig. 3, where the bent end of the rod 15 receives a sleeve 16 extending loosely through the slot 12 and provided with a flange 16 adjacent to the bend of the rod. The length of the sleeve is slightly greater than the thickness of the arm 12, and the free or unflanged end of the sleeve engages a collar 17 fitted on the rod 15 and pressed. against said sleeve by a nut 18. Preferably, the extent of the movement of the front end of the rod 15 in the transverse or radial portion of the slot 12" may be limited adjust-ably by means of the following device shown in Figs. 2 and 3, but omitted from Figs. 1 and 4 for the sake of clearness. In its sides, the arm 12 is provided with two parallel longitudinal guideways 12 engaged by suitable projections or flanges 19 on a slide 19 with longitudinally inclined or oblique edges or surfaces 19" which are adapted to engage the flanges 16 and the collar17 respectively. The slide 19 is made with a transverse portion 19 having an aperture through which extends loosely a longitudinal screw 20 secured rigidly to the arm 12. A spring 21 coiled on the screw 20 between the arm 12 and the slide portion 19 tends tomove the slide away from the slot 12, and a nut 22, fitted on the screw 20, engages the slide portion 19 on its other side, to adjust the slide inward, against the tension of the spring 21.

The rod 15 is connected with the clutch pedal 23 in any suitable manner. For instance, in Fig. 1, the rear end of the rod 15 has a direct pivoted connection with the clutch pedal at 15". In Fig. 4: the rear of the rod 15 has a pivoted connection at 15 with an elbow 24 fulcrumed at 25 on a bracket 25 secured to the frame of the motor. The other arm of this elbow lever is pivotally connected at 24 with a link 26 whose upper end has a similar connection at 26 with the clutch pedal 23, thus causing the movements of the clutch pedal to produce movements of the rod 15 in the opposite direction to those obtained in the case of Fig. 1; it will also be observed that the arrangement ofthe lever arm 12 is the reverse of that shown in Fig. 1, that is to say, the free end of the longitudinal portion of the slot 12 points forward in one of these views, and rearward in the other.

The operation or function is substantially the same in either case. Let us assume the engine has been started, but the clutch to be still thrown out (clutch pedal 23 down,

Figs. 1 and 4); the throttle is closed, and the connection at the front end of the rod 15 is in its lower position of the slot 12, the flange l6 and the collar 17 resting on the respective oblique edges 19 of the slide 19. Now as the operator lifts his foot from the pedal 23 to allow the clutch to be thrown as usual, the rod 15 moves lengthwise in such a way as to swing the arm 12 in the direction which opens the throttle. Thus an increased supply of explosive fuel mixture is fed to the engine at the moment when the clutch is thrown in, so that increased power is provided automatically to meet the increased load. During this swinging of the arm 12, the connection at the front end of the rod 15 slides outwardly in the transverse portion of the slot 12, and when the outer end of this portion is reached, the spring 14 will at once pull the arm 12 back to the position in which the throttle is closed, the connection at the rear end of the rod 15 then lying within the longitudinal portion of the slot 12. Thus the throttle .is closed again automatically when the clutch pedal 23 has risen fully to its normal driving position, and by that time the car has reached its normal speed, and may run with the throttle closed. When the rear end of the rod 15 is in the horizontal portion of the slot 12 during the normal running of the car, the usual throttle control (by means of an accelerator pedal or of the quadrant lever on the steering wheel) may be operated, using the rod 13, without in any way affectinc the clutch pedal 23 and its connection with the arm 12.

In the act of throwing the clutch out (downward movement of pedal 23), the rear end of the rod 15 is caused to move in the longitudinal portion of the slot 12 toward the transverse portion thereof, and upon reaching the junction of these two portions in its longitudinal movement, its rear end will drop in the transverse portion of the slot 12', to the'position indicated in Figs. 1 and 1 respectively, for the next engaging operation of the clutch. Meanwhile, the throttIe is operated in the usual manner.

It will be obvious that the amount of,

throttle opening, or of acceleration, obtained by the action of the rod 15, during the throwing in of the clutch; depends on the effective length of the transverse portion of the slot 12', and that the effective length of this slot portion may be reduced by adjust- 1ng the slide 19 by means of the screw 20 against the tension of the spring 21, and increased by adjusting the slide in such a way as to allow the spring 21 to move it.

I have illustrated preferred and satisfactory forms of my invention, but it is obvious that changes may be made therein with in the spirit and scope thereof, as defined in the appended claims.

I claim:

1. In a power-propelled vehicle, a mov able clutch-operating member controlling the connection of the engine with the .vehicle, means controlling the supply of motive agent to the engine, means under the control of the operator for normally varying the position of the said controlling means irrespective of the position of the clutch operating member, and an operative connection between saidclutch-operating member and said controlling means to operate said tive agent to the engine, and to then automatically cause the said controlling means to cut ofi the supply of motlveagent when the clutch is fully thrown in.

3.- Ina power propelle'd vehicle, a movable clutc 'operating member controlling the connection of the engine with the vehicle, a throttle valve controlling the supply of motive agent to the engine, and an, operative connection from said member to open said valve automatically as the clutch is being thrown in, and to then automatically cause the valve to close when the clutchzis fully thrown in.

4. In a power-propelled vehicle, a movable clutch-operating member controlling the connection of the engine with said vehicle, a throttle valve controlling the supply of motive agent to the engine, an actuating device having a permanent connection with said throttle valve to adjust it during the normal. running of the engine, ,and an operative:

connection from said clutch-operating member to said throttle to open the latter as the clutch is being thrown in, said operative connection being attached to the throttle valve loosely so asnot to be affected when th throttle valve is adjusted by said actuating device.

5. In a power-propelled vehicle, a movable clutch-operating member controlling the connection ,of the engine with the vehicle, a throttle valve controlling the supply of motive agent to the engine, a crank arm held to move in unison with said throtjtl valve, and provided with a slot having a a power-propelled vehicle, a mov-' longitudinal portion and a transverse portion connected therewith, vandan operative connection between said clutch-operating member and the throttle valve, said connection terminating in a member arranged to travel in said slot.

v 6. In a power-propelled1vehicle, a movable clutch-operating member controlling the connection of the engine with the vehicle, a throttl valve controlling the supply of motive agent to the engine, a crank or track having a-longitudina'l portion and a transverse portion connected therewith, and

an operative connection between said clutch? operating member and the throttle valve, said connection including a member ar-' ranged to travel along said track. a

a 7. In a power-propelled vehicle, a movable clutch-operating member controlling the connection of the engine with the vehicle, a throttle valve controlling'the supply of motive agent to the engine, a crank- I arm held tomove in unison with said throttle valve, and provided with a track having along said track, and a stop for the lastnamed member, located adjacent to the transverse portion ofsaid track and adjust ableto vary the efi'ective length of said track portion.

'8. In a power-propelledjvehicle, a movable clutch-operating member controlling the connection of the engine with the ve hicle,. a throttle valve controlling the supply of motive agent to vthe engine, acrank' arm heldito move in unisonwith said throta.

tle' valve, and provided with avtrack having nection between said clutch-operatinginem ber and the throttle valve, said connection including a member arranged travel along a longitudinal portion and a transverse portion, connected therewith, an operat ve con- 1 said track, and an actuating devicehaving a permanent connection with the throttle valve to adjust it during the normal running of the engine. I

In testimony, that I claim the foregoing asjmy invention, I have signed my namein' presence of two subscribing witnesses.

Witnesses: s D. LEWIS Merriam,

Mon M. Wnmlmne, r

, JOSEPH HUOK. i

o arm held to move in unison with said throt-,

tle valve, and provided with aguide I a longitudinal. portion and a transverse 

